Current Status
In March 2024, EPA issued final multipollutant tailpipe standards for light- and medium-duty vehicles for Model Year 2027 through 2032 and released a final rule setting greenhouse gas standards for heavy-duty commercial trucks and buses. In April 2024, the D.C. Circuit unanimously upheld EPA’s 2022 reinstatement of California’s waiver that allows it to set its motor vehicle standards under the Clean Air Act in Ohio v. EPA, and more decisions in cases challenging EPA’s clean car regulations and NHTSA’s fuel economy standards for MY 2024 to 2026 are expected soon. Litigation on EPA and NHTSA’s recent update to their respective standards is also underway.
Why It Matters
Transportation is the largest source of greenhouse gas sources in the US, contributing more than the electricity sector. Reducing the emissions from and improving the fuel economy of cars and trucks saves consumers money on gas and mitigates public health and climate change impacts. Under President Biden, EPA and NHTSA reestablished the regulations and legal interpretations previously rolled back by the Trump Administration to strengthen the standards.
Timeline
Oct. 2024 Final briefs were filed in the case led by Kentucky challenging EPA’s multipollutant vehicle standards for Model Years 2027 to 2032. Oral argument was scheduled for Dec. 16, 2024. Commonwealth of Kentucky et al. v. EPA, Docket No. 24-1050 (D.C. Cir.).
Oct. 8, 2024 Two truck trade associations sued the California Air Resources Board to challenge the state’s Advanced Clean Fleets program, which includes zero-emission commercial trucking rules that will phase out the sale of medium and heavy-duty trucks by 2036. Specialty Equip. Mkt. Ass’n. & Performance Racing Inc. v. Cal. Air Res. Bd., E.D. Cal., No. 2:24-cv-01270.
Sept. 9, 2024 The state of California and EPA filed briefs urging the Supreme Court to deny the writs of certiorari filed by industry groups and states that unsuccessfully challenged the reinstatement of California’s waiver in the D.C. Circuit. Diamond Alternative Energy v. EPA, S. Ct. No. 24-7; State of Ohio v. EPA, S. Ct. No. 24-13.
June 26, 2024 American Petroleum Institute, the American Farm Bureau Federation and its Texas counterpart, the National Corn Growers Association, and auto dealers filed a suit in the Fifth Circuit challenging NHTSA’s recent fuel economy rule. Sierra Club filed a challenge to the rule in the DC Circuit. West Virginia and 25 other states filed a challenge to the rule in the Sixth Circuit. Am. Petroleum Inst. v. Nat’l Highway Traffic Safety Admin., 5th Cir.; Valero Renewable Fuels v. Buttegig, 5th Cir. No. 24-60311; West Virginia v. Nat’l Highway Traffic Safety Admin., 6th Cir. No. 24-3560; Sierra Club v. Nat’l Highway Traffic Safety Admin, D.C. Cir. No. 24-1215.
June 7, 2024 NHTSA finalized Corporate Average Fuel Economy (CAFE) Standards for Model Years 2027-2031 and Heavy-Duty Pickup Trucks and Vans (HDPUV) Fuel Efficiency Standards for Model Years 2030-2035. For passenger vehicles and light trucks, the final rule sets an industry-wide fleet average of approximately 50.4 miles per gallon (mpg) in Model Year 2031.
June 3, 2024 The Federal Highway Administration and Department of Transportation appealed a lower court ruling in favor of 21 states that sued to stop the implementation of the highway emissions rule to the Sixth Circuit. Commonwealth of Kentucky et al. v. Federal Highway Administration et al., 6th Cir. No. 24-05532.
May 13, 2024 A coalition of states led by Nebraska challenged EPA’s greenhouse gas emission standards for trucks in the DC Circuit. On the same day, a coalition of states and the Nebraska Trucking Association challenged California’s Advanced Clean Fleets program, which sets emissions standards for trucks, in the Eastern District of California. State of Nebraska et al. v. EPA, D.C. Cir.; State of Nebraska et al. v. Cliff et al., Case 2:24-at-00595 (E.D. Cal.).
Apr./May/June 2024 A group of 25 states led by Kentucky filed a suit challenging EPA’s multipollutant vehicle standards for Model Years 2027 through 2032. Several fuel producers filed challenges as well. Alliance for Automotive Innovation and Ford filed motions to intervene in support of EPA’s standards. Commonwealth of Kentucky et al. v. EPA, Docket No. 24-1050 (D.C. Cir.).
Apr. 9, 2024 The D.C. Circuit unanimously upheld EPA’s 2022 reinstatement of California’s waiver that allows it to set its own motor vehicle standards under the Clean Air Act in Ohio v. EPA. The court held that the industry and state petitioners lacked standing for their statutory and preemption claims against EPA. The court held that the state petitioners did have standing to bring their constitutional claim, but rejected it on the merits. State of Ohio, et al v. EPA, et al, Docket No. 22-01081 (D.C. Cir.)
Mar. 29, 2024 EPA finalized rule setting greenhouse gas standards for heavy-duty commercial trucks and buses like delivery trucks, transit, refuse trucks, and tractor-trailers starting in Model Year 2027.
Mar. 20, 2024 EPA released a final tailpipe emissions rule that sets new, more stringent emissions standards for greenhouse gas (GHG) and criteria pollutants for light-duty and medium-duty vehicles for model years (MY) 2027 through 2032. Read our analysis of the rule.
Dec. 26, 2023 New Mexico, Colorado, and Delaware adopted a version of California’s Advanced Clean Cars II standards which set a goal of 82% clean car sales by 2032. A total of thirteen states have adopted standards based on California’s over the last two years. D.C. adopted California’s original standards, requiring 100% zero-emission vehicle sales by 2035.
December 21, 2023 21 states filed a suit against the Federal Highway Administration and the Department of Transportation to stop the implementation of their highway emissions rule. The rule would require states to measure and report transportation-sector GHG emissions and establish declining GHG targets. Commonwealth of Kentucky et al. v. Federal Highway Administration et al., W.D. Ky. Cir. No. 5:23-cv-00162.
Dec. 21, 2023 The D.C. circuit agreed to stay lawsuits filed against the phase-in of electric heavy-duty trucks by multiple groups, including 17 states, farm, construction, and trucking groups. The cases will be held in abeyance pending the court’s resolution of Ohio v. EPA and Texas v. EPA.
Sep. 21, 2023 Maine, New Jersey, and New Mexico considered adopting California’s Advanced Clean Car II and Advanced Clean Trucks rules. By adopting the rules, these states would join nine states that have adopted the Advanced Clean Car II rule and ten states that have adopted the Advanced Clean Trucks rule.
July 28, 2023 NHTSA proposed to increase the corporate average fuel economy (CAFE) standard for passenger cars and light trucks for model years 2027 to 2031. The proposal would require an industry fleet-wide average of 58 miles per gallon in 2032. The rule proposed different standards for different types of vehicles, with bigger efficiency increases for SUVs and pickup trucks. The agency estimates that the proposal would result in net savings of $18 billion and reduce GHG emissions by 900 million tons through 2032.
July 6, 2023 The Truck and Engine Manufacturers Association and the California Air Resources Board reached an agreement to phase out large diesel-powered rigs and trucks in California. Under the agreement, the manufacturers commit to meet the state’s zero-emissions vehicle targets and the state will relax its standards for nitrogen oxide to conform with federal standards and provide more time for engine and truck manufacturers to meet new requirements.
June 5, 2023 Iowa and 18 other states filed a challenge to EPA’s approval of preemption waivers enabling California to implement its Advanced Clean Fleets plan for heavy-duty trucks. Several industry groups, including Western States Trucking Association, American Fuel & Petrochemical Manufacturers and other oil groups, Owner-Operator Independent Drivers Association, and agriculture groups also challenge EPA’s grant of the waivers. On June 6, a judge ordered those cases to be consolidated. Western States Trucking Association, Inc., et al v. EPA, et al, Docket No. 23-01143 (D.C. Cir. Jun 05, 2023).
May 10, 2023 Rhode Island’s Department of Environmental Management filed regulations to opt into California’s Advanced Clean Cars II vehicle emissions standards and require all new passenger vehicles sold in the state to be zero emission by 2035.
April 28, 2023 The California Air Resources Board (CARB) unanimously approved the Advanced Clean Fleets rule to phase out the use of fossil-fuel powered medium- and heavy-duty trucks by 2042. Different types of truck fleets will have different phase-in periods for compliance.
April 12, 2023 EPA proposed vehicle emissions standards designed to curb pollution from the transportation sector. The Multi-Pollutant Emissions Standards for Light-Duty and Medium-Duty Vehicles would set new, more stringent emissions standards for criteria pollutants and greenhouse gases for model years 2027 through 2032. By 2032, the proposed standard would result in an industry wide average target for the light-duty fleet of 82 grams/mile of CO2, a 56 percent reduction from 2026, and an average target for the medium-duty fleet of 275 grams/mile of CO2, a 44 percent reduction compared to 2026. EPA is also proposing Greenhouse Gas Standards for Heavy-Duty Vehicles – Phase 3, new standards for vocational vehicles like delivery trucks and school buses and tractors.
March 31, 2023 EPA granted California’s waiver for its Advanced Clean Trucks rule, which California adopted in 2020 to require an increasing percentage of new truck sales to be zero-emissions vehicles by 2035. As of the approval date, six additional states have moved to adopt the rule.
Dec. 20, 2022 EPA finalized Control of Air Pollution from New Motor Vehicles: Heavy-Duty Engine and Vehicle Standards, setting new standards for nitrous oxides from heavy-duty trucks.
Sept. 29, 2022 New York announced it will ban the sale of gas-powered vehicles from 2035, following the Advanced Clean Cars II Rule adopted by the California Air Resources Board in August. New York joins Massachusetts and Washington as the first to adopt the new California vehicle emissions standards with more states expected to follow.
Sept. 19, 2022 NHTSA announced a notice of intent to prepare an environmental impact statement (EIS) for MY 2030 and beyond medium- and heavy-duty fuel efficiency improvement program standards.
August 25, 2022 The California Air Resources Board adopted a new rule, Advanced Clean Cars II, that would phase out new gas-powered vehicle sales by 2035. The rule will be submitted to EPA for review. Once finalized, at least 15 states are expected to follow.
May/June 11, 2022 Natural Resources Defense Council (NRDC) files a challenge to the National Highway Traffic Safety Administration’s Corporate Fuel Economy Standards for Model Years 2024-26 in the DC Circuit. NRDC is challenging the agency’s newly promulgated standards under the Administrative Procedure Act with a focus on NHTSA’s decision not to consider deployment of high compression ratio engine efficiency technologies for new vehicles, which NRDC argues are “technologically-feasible and economically-practicable.” Natural Resources Defense Council v. NHTSA, et al, Docket No. 22-01080 (D.C. Cir.). Texas and 10 other states file a challenge to the National Highway Traffic Safety Administration’s Corporate Fuel Economy Standards for Model Years 2024-26 in the DC Circuit. State of Texas, et al v. NHTSA, et al, Docket No. 22-01144 (D.C. Cir.).
May 2022 Seventeen states file suit against EPA over the notice of decision for the California waiver. Read EELP’s analysis of the revived California waiver here. State of Ohio, et al v. EPA, et al, Docket No. 22-01081 (D.C. Cir.). California and 19 other states as well as NGOs, automakers, and power companies intervene in support of EPA.
May 5, 2022 New Mexico adopted California’s clean car standards in an effort to reduce vehicle emissions and support electrification, starting July 1. New Mexico joins 17 other states and the District of Columbia following the California standards.
Apr. 11, 14 2022 Parties filed motions in the D.C. Circuit on whether the court should continue to hold the case challenging the 2019 revocation of the waiver in abeyance in light of EPA’s actions related to the California waiver. Union of Concerned Scientists v. NHTSA, Docket No. 19-01230 (D.C. Cir.).
Mar. 14, 2022 EPA issued notice of decision rescinding the Trump administration’s 2019 California waiver withdrawal and its interpretation of CAA section 177. Thus, the 2013 waiver for California’s ZEV sales mandate for MYs 2017-2025 and GHG emission standards reverted back into force, and states may adopt California’s GHG standards pursuant to section 177.
Mar. 3, 2022 EPA proposed more stringent NOx standards for heavy-duty vehicles and engines starting in model year 2027 and updates to the existing Heavy-Duty Greenhouse Gas Emissions Phase 2 program.
Feb./Mar. 2022 Fifteen states file petition for review in the D.C. Circuit challenging EPA’s final GHG vehicle standards. State of Texas, et al v. EPA, et al, Docket No. 22-01031 (D.C. Cir.). States and NGOs intervene in support of EPA.
Dec. 30, 2021 EPA published the final GHG vehicle standards. The final standards for MYs 2023 and 2024 are consistent with the proposal but EPA increased the stringency for MYs 2025 and 2026 in line with the more stringent option on which EPA had sought comment. Thus, the final rule accelerates the rate of stringency increases of roughly 1.5% year-over-year SAFE standards for MYs 2023 to 2026 to nearly 10% from MY 2022 to 2023, followed by a 5% stringency increase in MY 2024 consistent with the proposed rule. In MY 2025, the final rule increases the stringency by 6.6 and in MY 2026, the stringency increases by 10%. The final standards are effective February 28, 2022.
Dec. 29, 2021 NHTSA finalized its repeal of Part I of the SAFE Vehicles Rule, concluding “that it lacked authority to dictate the scope of EPCA preemption.” NHTSA also emphasizes that the preamble language in other rulemakings, including the SAFE I Rule, regarding the scope of EPCA preemption “should no longer be viewed as the position of the Agency.”
Sept. 8, 2021 New York Governor Hochul signed legislation setting a goal for all new passenger vehicles sold in the state to be zero-emissions by 2035 and new medium- and heavy-duty vehicles by 2045. By 2023, New York must also develop a zero-emissions vehicle market development strategy.
Sept. 3, 2021 NHTSA proposed its revisions to the fuel economy standards of light-duty vehicles MYs 2024-2026. The proposed standards would increase the stringency from MY 2023 by eight percent per year. NHTSA notes that while EO 13990 directed NHTSA to review the standards for MYs 2021-2016, the lead time requirements mean that the soonest the MY requirements can be amended in 2024. NHTSA projects that this new standard will require, on an average industry fleet-wide basis of approximately 48 mpg in MY 2026. Several alternatives are also proposed for comment.
Aug. 5. 2021 President Biden signed an executive order on “Strengthening American Leadership in Clean Cars and Trucks” setting a goal that 50 percent of new cars and light-duty trucks sold in 2030 will be zero-emission vehicles. To achieve that target, the EO directed EPA and NHTSA to consider rulemakings under the Clean Air Act and Energy Independence and Security Act of 2007, respectively, that are consistent with applicable laws and extend and establish new emission standards for light-, medium- and heavy-duty vehicles and trucks through 2030. The Order directed EPA to propose standards for NOx emissions from heavy-duty vehicles by January 2022 and issue a final rule by December 2022. For GHG emissions and NHTSA’s fuel efficiency standards, the Order targeted final rules by July 2024.
Aug. 5, 2021 EPA proposes its Revised 2023 and Later Model Year Light-Duty Vehicle Greenhouse Gas Emissions Standards.
June 24, 2021 New Mexico and the city of Albuquerque announced a coordinated rulemaking to adopt California’s GHG and zero-emission vehicle standards by spring 2022.
May 12, 2021 NHTSA published its proposed Corporate Average Fuel Economy (CAFE) Preemption rulemaking, which would fully repeal the regulatory text and appendices promulgated in the SAFE I Rule, establishing “a clean slate with respect to NHTSA’s regulations and interpretations concerning preemption under the [EPCA].”
April 28, 2021 EPA published a Notice of Opportunity for Public Hearing and Comment, seeking comment on its reconsideration of the Trump administration’s withdrawal of California’s waiver. In the notice, EPA points to “significant issues regarding whether SAFE 1 was a valid and appropriate exercise of agency authority.”
April 2, 2021 The D.C. Circuit granted the Biden administration’s request to stay litigation over Part II of the SAFE Vehicles Rule. Competitive Enter. Inst. v. NHTSA, No. 20-01145 (D.C. Cir.).
Feb. 19, 2021 The Virginia legislature passes a bill to adopt California’s GHG and zero-emission vehicle standards.
Feb. 8, 2021 The DC Circuit granted a request from EPA and NHTSA to hold the consolidated cases concerning the One National Program in abeyance until the government’s review of the rule is complete. Under the court order, the government must submit updates on its review every 90 days. Union of Concerned Scientists, et al., v. NHTSA, No. 19-1230 (D.C. Cir.) (consolidated with Nos. 19-1239, 19-1241, 19-1242, 19-1243, 19-1245, 19-1246, 19-1249, 20-1175, 20-1178).
Jan. 20, 2021 President Biden issued an Executive Order requiring NHTSA and EPA to consider publishing a proposed rule revising, suspending, or rescinding the SAFE Vehicles Rule Part One (84 Fed. Reg. 51310) by April 2021, and the SAFE Vehicles Rule for Model Years 2021-2026 (85 Fed. Reg. 24174) by July 2021. The order recommends EPA consult with labor unions, States, and industry in making its determination.
Dec. 21, 2020 The Minnesota Pollution Control Agency published a notice of its intent to adopt California’s clean car standards.
Nov. 23, 2020 General Motors announced that it will withdraw from the litigation on the Part One Rule. GM had intervened in support of the Trump administration, but in a letter to environmental groups, GM CEO Mary Barra writes that she is excited to work with President-elect Biden on a national standard and options to expand vehicle electrification.
Sep. 23, 2020 California Governor Gavin Newsom signed an executive order directing the California Air Resource Board to create regulations “requiring increasing volumes of new zero-emission vehicles sold in the State towards the target of 100 percent of in-state sales by 2035.”
Aug. 17, 2020 California announced its final, voluntary Framework Agreements on Clean Cars with five automakers, BMW of North America, Ford, Honda, Volkswagen Group of America, and Volvo. The automakers will produce cars and trucks through 2026 with about the same rates of efficiency as the former Obama-era standards, preventing hundreds of millions of tons of greenhouse gas emissions.
June 22, 2020 Nevada announced it is drafting regulations to adopt California’s clean car standards. To date, 14 states and the District of Columbia have adopted California’s more ambitious standards, and Minnesota and New Mexico are in the process of writing regulations that will make them the 15th and 16th states.
May 27, 2020 California leads a coalition of 23 states, cities, and local entities to file a challenge to the SAFE Vehicles Rule in the D.C. Circuit Court of Appeals. California v. Wheeler, No. 20-01167 (D.C. Cir.).
May 15, 2020 The California Air Resources Board files a Freedom of Information Act lawsuit against EPA and NHTSA for not turning over documents related to the SAFE Vehicles Rules. The Air Resources Board is seeking information that supports the agencies’ conclusion that preempting California’s standards would not impact criteria pollutant emissions or prevent California from meeting Clean Air Act standards. Cal. Air Resources Board v EPA, No. 1:20-cv-01293 (D.D.C.).
May/June 2020 The Competitive Enterprise Institute, as well as other industry coalitions challenged Part II of the SAFE Vehicles Rule in the D.C. Circuit Court of Appeals, alleging “…the agencies failed to adequately consider the adverse traffic safety impacts of their chosen fuel economy standards.” Competitive Enter. Inst. v. NHTSA, No. 20-01145 (D.C. Cir.). States, NGOs, auto manufacturers, and power companies also filed challenges. EDF v. Owens, No. 20-01169 (D.C. Cir.). Center for Biological Diversity v. Wheeler, No. 20-01178 (D.C. Cir.). Petitions for review available here.
April 30, 2020 EPA and NHTSA finalized the Safer Affordable Fuel–Efficient (SAFE) Vehicles Rule for Model Years 2021-2026 Passenger Cars and Light Trucks. This final rule contained the revised CAFE and GHG standards which increase in stringency 1.5% each year, down from 5% each year under the Obama-era standards.
April 1, 2020 U.S. Court of Appeals of the Second Circuit ruled in favor of EDF and NRDC, granting them access to an emissions model used in creating the new SAFE Vehicles Rule. The decision reversed a lower court decision that ruled in favor of EPA allowing it to keep the model confidential according to the deliberative process privilege.
Feb. 27, 2020 EPA’s Science Advisory Board released its final report on the Safer Affordable Fuel–Efficient (SAFE) Vehicles Rule, which discusses “…significant weaknesses in the scientific analysis of the proposed rule” and the Board’s recommendations to strengthen the science supporting the rule.
Feb. 11, 2020 The D.C. District Court issues a stay, pausing California’s case against NHTSA until the related case against EPA in the D.C. Circuit is resolved. State of California v. Chao, No. 1:19-cv-02826-KBJ (D.D.C.); Union of Concerned Scientists v. NHTSA, No. 19-1230 (D.C. Cir.).
Nov. 15, 2019 California filed a lawsuit against EPA for revocation of California’s waiver under the Clean Air Act, leading a coalition of 22 states, two cities, and the District of Columbia. California v. Wheeler, No. 19-1239 (D.C. Cir.). Several regional California air districts file a similar challenge against EPA in the D.C. Circuit. South Coast Air Quality Mgmt. v. EPA, No. 19-01241.
Oct. 25, 2019 The DC Circuit dismissed the case challenging EPA’s revision to the Mid-term Evaluation “[b]ecause the Revised Determination neither determines rights or obligations or imposes any legal consequences, nor alters the baseline upon which any departure from the currently effective 2012 emission standards must be explained, the Revised Determination is not judicially reviewable final action….” State of California v. EPA, No. 18-01114 (D.C. Cir.).
Sep./Oct. 2019 California with other states as well as NGOs filed a lawsuit against NHTSA for its determination that California’s GHG standards and Zero Emission Vehicle program are preempted by the Energy Policy & Conservation Act. State of California v. Chao, No. 1:19-cv-02826-KBJ (D.D.C.); EDF v. Chao, No. 1:19-cv-2907 (D.D.C.); Union of Concerned Scientists v. NHTSA, No. 19-1230 (D.C. Cir.).
Sep. 27, 2019 EPA and NHTSA release its final Safer Affordable Fuel–Efficient (SAFE) Vehicles Rule Part One: One National Program. In the final rule, NHTSA determined that California’s GHG standards and Zero Emission Vehicle program are preempted under Energy Policy & Conservation Act. The rule withdrew California’s waiver due to NHTSA’s determination and because EPA determined California does not have “compelling and extraordinary conditions” to justify a waiver, as it now interprets the Clean Air Act. EPA also determined that other states cannot adopt California’s GHG standards because EPA now interprets section 177 of the Clean Air Act as not including GHGs.
Sep. 25, 2019 Minnesota and New Mexico announced that they will adopt California’s clean car standards, despite NHTSA and EPA’s recent moves to deprive California of its standards and disallow other states from following California’s GHG standards.
Aug. 6, 2019 Thirty senators sent letters urging 14 automakers to join the agreement with California that Ford, BMW, VW, and Honda announced in July.
July 25, 2019 California and four automakers (Ford, BMW, VW, and Honda) announced they have reached an agreement on compromise standards where requirements would increase an average of 3.7% annually starting for the 2022 model year through 2026 with 1% of that rate eligible to be achieved with electric vehicle credits.
June 6, 2019 Seventeen auto companies, including Ford, General Motors, Toyota and Volvo, sent a letter to President Trump requesting vehicle rules that are supported by California to avoid the uncertainty that would result if the federal government adopts rules that will undoubtedly be challenged by California and the section 177 states that follow California’s standards. The same group also sent a letter to California Governor Gavin Newsom, stating that the industry would like to compromise with final rules between the Obama-era standards and the standards proposed under the Trump administration.
Aug. 8, 2018 The California Air Resources Board (CARB) proposed its own rule change in order to maintain Obama-era emissions for cars and light-duty trucks for model years 2021-2025. The California rule change stipulates that California will accept an emissions test covering both federal and state standards, but only if the federal standards are not weaker than California’s standards.
Aug. 24, 2018 EPA’s proposed fuel economy and greenhouse gas emissions standards for cars and light trucks. The agencies proposed to maintain the CAFE and CO2 standards applicable in model year 2020 for model years 2021-2026. The agencies also proposed to withdraw the permission granted to California to set its own greenhouse gas emissions standards, which a dozen other states also use.
July 10, 2018 EPA filed a motion to dismiss the case challenging its Revised Mid-term Evaluation arguing that it was not a final agency action that can undergo judicial review (it is not “ripe” for review). State of California v. EPA, No. 18-01114 (D.C. Cir.).
May 7, 2018 The California Air Resources Board (CARB) issued a request for public input while it considers “options to best ensure that the greenhouse gas (GHG) emission benefits in California from the current national program and California’s light-duty vehicle GHG regulation are maintained.” California is preparing to accept only cars that meet the Obama-era rules, even if the Trump administration succeeds in rolling back those standards.
April 13, 2018 EPA published the revised determination of the Mid-term Evaluation, finding that the Obama-era rule “…presents challenges for auto manufacturers due to feasibility and practicability…” and finding the “…GHG emission standards are not appropriate and, therefore, should be revised as appropriate.”
May 2018 A coalition of states, cities, and counties, as well as industry coalitions and environmental NGOs challenged EPA’s revised determination of the Mid-term Evaluation. State of California v. EPA, No. 18-01114 (D.C. Cir.).
August 21, 2017 EPA opened a comment period for the reconsideration of the Final Determination on the 2022-2025 greenhouse gas standards.
July 26, 2017 NHTSA published a notice of intent to conduct an environmental impact statement, a preliminary step toward setting 2022-2025 CAFE standards.
March 22, 2017 EPA published notice of its intent to reconsider the Final Determination on the greenhouse gas standards by April 1, 2018.
March 20, 2017 The Alliance of Auto Manufacturers withdrew its petition.
March 13, 2017 The Alliance of Auto Manufacturers petitioned for review of EPA’s Final Determination on the greenhouse gas standards in the DC Circuit.
Jan. 12, 2017 EPA Administrator McCarthy issued a Final Determination that the 2022-2025 greenhouse gas standards remain appropriate and should not change.
Oct. 15, 2012 EPA published a final rule setting greenhouse gas standards for passenger cars, for Model Years (MY) 2017-2025, and NHTSA set fuel economy standards for 2017-2021 and forecast standards for 2022-2025. The standards reflect an average annual increase in efficiency of about 5% to reach a fuel efficiency average of 46.7 miles per gallon fleetwide by 2025.
